Car replacer



A. LYMBURNER Aug. 14, 192&

can ksrmcmi Filed Juna 30, 1927 &

Patented Aug. 14, 1928.

UNITED STATES PATENT OFFICE.

ARMANI) LYMBURNER, OF VERDUN, QUEBEC, CANADA, ASSIGNOR OF ONE-HALF TO JOSEPH J. DRISCOLL, OF CHICAGO, ILLINOIS.

CAR REPLACER.

Application filed June 30, 1927. Serial No. 202,721.

illustrated in the accompanying drawings that form part of the same.

I The invention consists essentially of the novel features of construction pointed out broadly and specifically in the claim for novelty following a description containing an explanation in detail of an acceptable form of the invention.

The objects of the invention are to facilitate the replacing of a car or other railway vehicle on the rails when it has become derailed, so that in running the car up on the replacer the latter will not be upset and thus create further difficulties in the operation of replacing the Car on the rails; to el'minate the use of spikes commonly used to hold the replacer on the ties and thereby economize in labor and obviate the necessity of selecting good strong ties capable of holding the spikes; to more closely associate the rail with the replacer, whereby the wheel flange is so positioned as to slide readily on the rail; and generally to provide an emergency device that is very economical in regard to the manufacture and use thereof, aswell as being useful and efficient in accomplishing the purposes of the invention.

In the drawings, Figure 1 is .a front elevation of the replacer.

Figure 2 is a cross sectional view of the assembled parts.

Figure 3 is a plan'view of the underside of the replacer.

Figure 4 is a perspective view of the replacer.

Like numerals of reference indicate corresponding parts in the various figures.

Referring to the drawings, the replacer body 10'is formed at either end with two runways 11 and 12 extending in an upward incline to a central dipped portion 13, said runways being bounded near to the back of the body 10 by the guiding flanges 14 and 15 respectively.

The front of the body 10 slopes inwardly from the top on the taper 16, which extends from end to end beside the rail 17 at the base 18 of said rail the rail here shown havmg the T-head 19, though the invention may be applied to other forms of rails.

The stop 20 extends downwardly from the body 10 and preferably forms a part therewith and is centrallyarranged from the reduced end of the taper.

The blocks 21 and 22 are rectangular in cross section and are also preferably integral with the body and have their top ends proecting outwardly from the front side of the body near to the ends thereof and close to the beginning of each runway so that in operation these lugs, either one or the other may come in contact with the underside of the head 19 of the rail 17.

The stop 20 in use comes in contact with the tie 28 and the front of the body is brought as closely as possible to the rail, so that these blocks 21 and 22 project under said head, consequently when the car ascends a runway any tendency to upset the replacer by throwing up the other end is avoided, through the engagementof a block with the head of the rail, and fu;-:thermore, the stop 20 is held in close engagement with the tie, thus without spikes or other fastenings the mounting of the car wheel on the rail tends to bring the replacer and the rail into more intnnate association rather than separating them.

That I claim is e- A car replacer, comprising a body havin O inclined ways and a downwardly tapered 7 front wall from end to end and adapted to fit close to the rail base, rigid blocks extending eutwardly from the body towards either end and a central downwardly extending stop member adapted to engage the tie.

gned at Montreal, Canada, this 1st June 192 ARMANI) LYMBURNER. 

